91FrankenWagen
New member
- Joined
- Dec 4, 2021
- Location
- Denver, CO
Swapped the engine from a '91 740T into my '91 240. LH 2.2 Fuel and EZK 117K Ign. modules are from an '89 740T, all conversion components are from the '89. Put an M46 from another '89 740T in, using the cross-member, clutch and shifter parts from an '82 240. Used the intermediate shaft from the '91 240, then bought a new '88 240 distributor with the hall effect sensor.
Everything went together pretty smoothly, wiring everything to the proper pins was a bit of a hassle, but not too bad.
Went to the emissions here in Denver, CO and failed. HC was 3.9 grams per miles, allowed is 1.5. CO was 75/20.
Replaced with new: Spark plugs, Ign. wires, O2S. Checked idle timing, set to 12 BTDC. After O2S replaced, checked voltage on O2S green wire. I could not get it adjusted to the .6-.7V using the MAF screw, O2S disconnected. Swapped MAF for another used one out of an '89 740T. Was able to adjust to .6V, plugged back in, O2S fluctuated from ~.2 to ~.8V.
Took back to smog facility, HC was 2.8/1.5, CO 44/20 GPM. "Getting closer" I thought.
Went back to the garage and made a MAF-to-Throttle adapter to bypass boost from turbo. With this redneck turbo delete, I went back. HC 2.7/1.5, CO 47/20 GPM. Very little difference.
I will attach a pic of the three test results, with the data graphs. It seems as though the HC and CO levels spike after the dyno operator lets off the throttle to maintain speed. The CAT is probably OEM to the '89 740T, but it isn't clogged or stinking yet. I was hoping to get this thing registered before they put commiefornia smog regs in place Jan 2022. If I have to put a new cat on, it is what it is, but I want to make sure I'm not missing something completely obvious. Any input is appreciated
https://ibb.co/KFCV1M1
https://ibb.co/2Ynj3J2
Everything went together pretty smoothly, wiring everything to the proper pins was a bit of a hassle, but not too bad.
Went to the emissions here in Denver, CO and failed. HC was 3.9 grams per miles, allowed is 1.5. CO was 75/20.
Replaced with new: Spark plugs, Ign. wires, O2S. Checked idle timing, set to 12 BTDC. After O2S replaced, checked voltage on O2S green wire. I could not get it adjusted to the .6-.7V using the MAF screw, O2S disconnected. Swapped MAF for another used one out of an '89 740T. Was able to adjust to .6V, plugged back in, O2S fluctuated from ~.2 to ~.8V.
Took back to smog facility, HC was 2.8/1.5, CO 44/20 GPM. "Getting closer" I thought.
Went back to the garage and made a MAF-to-Throttle adapter to bypass boost from turbo. With this redneck turbo delete, I went back. HC 2.7/1.5, CO 47/20 GPM. Very little difference.
I will attach a pic of the three test results, with the data graphs. It seems as though the HC and CO levels spike after the dyno operator lets off the throttle to maintain speed. The CAT is probably OEM to the '89 740T, but it isn't clogged or stinking yet. I was hoping to get this thing registered before they put commiefornia smog regs in place Jan 2022. If I have to put a new cat on, it is what it is, but I want to make sure I'm not missing something completely obvious. Any input is appreciated
https://ibb.co/KFCV1M1
https://ibb.co/2Ynj3J2
Last edited: